Fluid pressure brake



March 17, 1936. c. c. FARMER ET AL 9 3 9 FLUID PRESSURE BRAKE I Filed Oct. 27, 1951 I 2 Sheets-Sheet 1 J 2 36 as INVENTORS (CLYDE C. FARMEH M ELLIS E. HEWITT A TTORNE Y.

Patented Mar. 17, 1936 UNETED STAES ATENT OFFICE FLUID PRESSURE BRAKE Clyde 0. Farmer, Pittsburgh, and Ellis E. Hewitt, Edgewood, Pa, assignors to The Westinghouse Air Brake Company, Wilmerding, Pa, a corporation of Pennsylvania Application Uctober 27, 1931, Serial No. 571,314

30 Claims. (Cl. 303-35) This invention relates to fluid pressure brakes, emergency valve device 3; and. a selector valve and more particularly to the type adapted to device and a selector cut-out device 5. operate in accordance with variations in brake The triple valve device comprises a piston 6 pipe pressure to control the brakes on a train. having at one side a chamber 1 connected to the In efiecting an application of brakes, particubrake pipe 8, and having at the other side a valve larly on a long train, the brakes at the front end chamber 9 connected to an auxiliary reservoir ID. of the train apply in advance of applying the The piston 6 is provided with a stem ll extendbrakes at the rear end of the train, due to which ing into valve chamber 9 for operating a main the slack in the train tends to run in toward the slide valve i2 and an auxiliary slide valve [3. front end of the train so harshly as to cause The emergency valve device 3 comprises a, 10

severe shocks, where the train is very long. p t having a One Side a Chamber I5 0011- One object of our invention is to provide a nected to the brake pipe 8 and at the other side fluid pressure brake system having improved a valve chamber it connected to a quick action means for delaying the build-up of brake cylinder chamber l'l through a passage IS. The piston I4 1; pressure on cars at the head end of the train so is provided with a stem l9 extending into valve as to obviate the above described condition. ha b 55 for Operating a main Slide Valve 0 In operating short trains, or in operating a and an auxiliary slide valve 2|. The main slide train in high speed service, the degree of shock valve 25! is provided with a wing 22, and a roller produced by the running in of slack, due to a 23 is Dressed against W 22 by means of a p g serial application of the brakes, is not so objecf r h l h n l e valve in nsas 2o tionable as when operating long trains, particument W th s eat.

larly at low speeds. The selector valve device comprises a slide valve Anoth object of our i ti i t id '25 disposed in a chamber 26 which is connected a fluid pressure br k equipment h i means to the auxiliary reservoir Hi, and a movable abut- 25 for delaying the build up of brake cylinder presment 2? for moving d Slide Valve from the 25 sure at the front end of the train and improved unrestricted build-11D position ShOWn in 1 means for rendering the delay means ineffective t0 the hold back delay position ShOWn n F when operating'short trains or when operating 2 and 3, a projection 23 being p d in t a train in high speed service. ight hand end of the slide valve for engage- Other objects and advantages will appear in mellt by Said abutment 30 the following more detailed description of the The movable abutment is p at One Side invention, to valve chamber 26 and has at the opposite side In the accompanying drawings; Fig. 1 is a a chamber 29 connected to the brake pipe 8. A diagrammatic view, mainly in section, of a fluid Spring 33 in Valve Chamber 26 engages the abut 35 pressure brake equipment embodying our invenment for Opposing movement of Said abutment 35 tion and showing the various parts in the position toward the left hand and normally urges said assumed at the rear end of the train when the abutment into engagement with stop lugs brakes are released; Fig. 2 is a View of a portion which extend from the casing into chamber of the equipment shown in Fig. 1 and showing the The abutment 27 is provided for moving the 40 parts in the position initially assumed in the front slide Valve 25 from the position shown in F 40 portion of the train in effecting a release of the leftwardly to the position shown in F as brakes; Fig 3 is a View, similar to, that shown above described. For moving said slide valve in in Fig. 2, but with the selector valve and other the reveljse (.itrection lever 32 is provided The parts shown in the position assumed at the front level. 32 1S pWotau-y mounted on Suit-able pin 33 end of the train after the brakes are released; earned by the casmg' one am? of sald ever ex Fig. 4 is a view similar to Fig. 2, with the appabeads g g gg 34 m shd-e vatve ratus shown in the act of moving the selector 33 ,353; 2 ,3 1,22 tfi f iggfi xg fi valve from the delay position shown in Fig. 3; end f Said 1ever arm d th slide 1 e and Fig. 5 is a view similar to Fig. 2 and showing A movable b t t, 3'; i provided f 50 ea s p e to a 10081131011 fOr rendering the ating the lever 32, and is connected to a down S t Valve lnoperatlvewardly extending arm of said lever by means of As shown in the drawings, the fluid pressure a push rod 38, which is provided with a slot 39 brake equipment comprises a bracket I upon through which an operating pin 4.0, carried by which is mounted a trlple valve device 2, an the lever arm, extends. The abutment 31 has 5 at one side a chamber 4| and has at the opposite side a chamber 42 which is at all times open to the atmosphere, such as by means of an atmospheric passage 43. A spring 44 is provided in chamber 42 for urging the abutment 31 into engagement with stop lugs 45 formed in chamber 4|.

The lever 32 is provided with a lug 46 and clearance is provided in the casing, as shown in Fig. 1 for normally permitting said lug to freely move toward the left hand with lever 32, when said lever is operated by movement of the slide valve 25 to the delay position, as shown in Figs. 2 and 3. For preventing such movement of lever 32, and thereby preventing a delayed application of the brakes, as will be hereinafter described, a plunger 41 is provided and is adapted to be moved into the space between lug 46 and the casing, by means of a movable abutment 48. The abutment 48 has at one side a chamber 49, and at the other side a chamber 50 which is connected to the atmosphere through passage 5|, chamber 42 and passage 43. A spring 52 in chamber 50 normally urges the abutment 48 into engagement with a seat rib 53 in the casing.

Projecting from the abutment 48 is a hollow sleeve-like stem 54 having an opening through its outer end through which the plunger 41 freely extends. The plunger 41 is provided with a sleeve-like extension slidably disposed in the stem 54 and having a shoulder 55 adapted to normally engage a corresponding shoulder in the stem 54 due to the pressure of a spring 56 interposed between the abutment 48 and the extension of the plunger 41. By these means, relative movement of the abutment 48 to the plunger 41 is provided so that the abutment 48 may be moved into engagement with a stop H8 in chamber 56 without exerting a heavy pressure on the plunger 41, the pressure on the plunger under this condition being only that of spring 56 which is only of light value. The reason for this particular telescopic construction will be explained more in detail hereinafter.

Preferably incorporated in the bracket l is the usual brake pipe vent valve mechanism com- 7 prising a vent valve 58' contained in a chamber 59 connected to brake pipe 8, and a piston 68 for unseating said vent valve against the opposing pressure of a spring 6|. The piston 60 has at one side a chamber 62 and at the opposite side a chamber 63 which is open to the atmosphere througha chamber 64 and an atmospheric passage 65.

In operation, to initially charge the brake equipment, fluid under pressure is supplied to the brake pipe 8 in the usual manner and flows from the brake pipe through pipe and passage 66 to the vent valve chamber 59, the emergency valve piston chamber I5 and to a chamber 61. From chamber 61 fluid under pressure flows through passage 68 to chamber 29 at one side of the selector valve abutment 21 and also from chamber 61 through a plurality of ports 69 and a chamber 15 to the triple valve piston chamber 1.

With the triple valve parts in the release position shown in Fig. 1 of the drawings, fluid under pressure flows from chamber 1 through feed passagell to valve chamber 9 and from said chamber through passage 12 to the auxiliary reservoir [0 and to the selector valve chamber 26.

Fluid under pressure also flows from the triple Valve slide valve chamber 9 through a port 13 and connected passage 14 in the mainslide valve 12 to passage 15 which is connected to an inshot reservoir 16 and also from passage 14 through passage 11 to an emergency reservoir 18. The emergency reservoir 18 is connected through passage 11 and passage 19 to chamber 49 at one side of the delay cut-out abutment 46 and also through passage 11 and a passage 86 to the seat of the emergency slide valve 20. In this manher, the auxiliary reservoir l0, emergency reservoir 18 and inshot reservoir 16 are charged up to brake pipe pressure and it will be noted that the selector valve chamber 26 is at all times supplied with fluid at the pressure in the auxiliary reservoir, and chamber 49 at one side of the cut-out abutment 48 is always charged with fluid at emergency reservoir pressure. The cutout abutment is at all times maintained in the position shown in Fig. l by means of spring 52 except when the brake pipe pressure is increased for short train operation or high speed service, as will be hereinafter described.

With the emergency valve parts in the position shown in the drawings, fluid under pressure flows from the piston chamber l5 through passage 82, past a check valve 83 and through passage 84 to valve chamber l6 and from thence through passage l8 to the quick action chamber l1, thereby charging said chamber to brake pipe pressure.

In charging a train initially and in releasing the brakes after an application, it is customary for the usual brake valve device (not shown) to be turned first to release position in which fluid at the high pressure carried in the usual main reservoir is supplied directly to the brake pipe, so as to charge the brake pipe at a rapid rate. Then, after a certain lapse of time, the brake valve device is turned from release position to running position in which fluid at the reduced pressure supplied by the usual feed valve device is supplied to the brake pipe. In charging the brake pipe in this manner, the brake pipe pressure in the head portion of the train is built up at a rapid rate for hastening the charging of the brake pipe .at the rear end of the train.

In the front portion of the train, the rate of increase in brake pipe pressure exceeds the rate at which the auxiliary reservoir 10 is charged to a degree suflicient for the brake pipe pressure acting in chamber 29 at one side of the selector valve abutment 21 to move said abutment toward the left hand into engagement with a stop rib 85 against the opposing pressures of spring 36 and the slower increasing auxiliary reservoir pressure acting in chamber 26. This movement of abutment 21, .as illustrated in Fig. 2, shifts the slide valve 25 to the hold back or delay position shown in Figs. 2 and 3, in which position.

the supply of fluid under pressure from the triple valve device 2 to the brake cylinder 86 is retarded in effecting an application of the brakes, as will be hereinafter described. When the auxiliary reservoir pressure acting in the selector valve chamber 26 becomes built up to that carried in the brake pipe, as supplied by the usual feed valve device, the pressure of spring 39 moves the abutment 21 to its right hand position shown in Fig. 1, this movement of the abutment being relative to the slide valve 25 which remains in the position shown in Fig. 2.

When the abutment 21 moves the slide valve 25 as above described, the lever 32 tends to be rotated by the pressure of spring 36 and to permit such rotation relative to the abutment 31, the push rod 38 projecting from said abutment is provided with the slot 39.

In the rear portion of the train, the rate of increase in brake pipe pressure being slow rela tive to the rate of increase in brake pipe pressure in the front portion of the train, the auxiliary reservoir I0 is adapted to be charged through the feed passage 7|, in the manner hereinbefore described, at substantially the same rate as the brake pipe pressure increases. As a result, an insufficient differential of pressures is established on the opposite sides or" the selector valve abutment 27 to move said abutment against the opposing pressure of spring 3t. Consequently, in the rear portion of the train, the selector valve abutment 27 and slide valve 25 remain in the position shown in Fig. 1, in which fluid under pressure supplied by the triple valve device in effecting an application of the brakes, is adapted to flow to the brake cylinder 86 at a faster rate than at the head end of the train, as will be hereinafter described.

In the release position of the triple valve device 2, .as shown in Fig. l, the brake cylinder is connected to the atmosphere through pipe and passage 87, cavity 89 in the selector slide valve 25, passage 96, cavity 9! in the triple valve slide valve [2, release choke plug 92 and an atmospheric passage 94. In the front portion of the train, when the selector slide valve 25 is in the left hand position shown in Fig. 3, passages 87 and are disconnected by said slide valve, and the brake cylinder is open to the atmosphere through passage 87, choke plug 88 and passage 90.

When the triple valve device is in release position, chamber 4| at one side of the abutment 37 is open to the atmoshpere through passage 95, cavity 96 in the triple valve slide valve l2 and atmospheric passage 97.

If it is desired to effect a service application of the brakes, fluid under pressure is gradually vented from the brake pipe 8 and consequently from the triple valve piston chamber 7 .and emergency valve piston chamber 45.

When the brake pipe pressure in piston chamber 7 is thus reduced a certain degree below auxiliary reservoir pressure acting on the opposite side of the triple valve piston 6, said piston is operated to move the slide valves 52 and 83 to service position, in which the piston engages a gasket 98. In this position, fluid under pressure is permitted to flow from the inshot reservoir 76 through passage 75, a cavity 99 in the triple valve slide valve l2, through a passage H35], past a check valve IN and through a passage IE2 to the seat of the selector slide valve 25, and at the same time, fluid under pressure is permitted to flow from the triple valve chamber 9 and the connected auxiliary reservoir Ii through the service port H33 in the main slide valve i2, which port is uncovered by the auxiliary slide valve I3 in service position, and from port I03 to passage 96 leading to the seat of the selector slide valve 25.

In the front portion of the train, where the selector slide valve 25 is in the position shown in Fig. 3, fluid under pressure supplied to passage !02 flows rapidly through a cavity H34 to passage 37 and from thence to the brake cylinder 86.

The fluid under pressure from the inshot reservoir 76 is thus permitted to flow to and equalize in the brake cylinder 86 at a rapid rate. The degree of brake cylinder pressure thus obtained, however, is merely sufiicient to effect a predetermined movement of the usual brake cylinder piston (not shown) and is not .adapted to provide effective braking force.

Since passage 90 is lapped by the selector slide valve 25, fluid under pressure supplied thereto by the operation of the triple valve device, flows through the choke plug 88 at a slow rate to passage 87 leading to the brake cylinder. As a result, after the initial inshot of fluid under pressure to the brake cylinder from the inshot reservoir 76, the rate of supply to the brake cylinder is governed by the flow area of the choke plug 88, and the check valve I8! is providedto prevent flow t0 the inshot reservoir 76 when the brake cylinder pressure is increased above the reduced pressure in said reservoir.

Fluid at the pressure supplied to the brake cylinder 85 flows from the brake cylinder passage 87 through a passage I to the seat of the triple valve slide valve 12 and from thence through passage 36 in said slide valve to passage 95 leading to chamber 4! at one side of the abutment 37. When a predetermined brake cylinder pressure is obtained by the supply through choke plug 88, as hereinbefore described, said pressure acting in chamber 4| overcomes the opposing pressure of spring 44 on the abutment 37 and moves said abutment toward the left hand and into engagement with a stop rib H17. This movement of the abutment 37 operates the push rod 38 which turns the lever 32 in a clockwise direction. This rotation of lever 32 tends to cornpress the spring 36, the pressure of which is sufficiently increased to move the slide valve '25 as shown in Fig. 4, from the hold back position shown in Fig. 3 of the drawings to the unrestricted brake cylinder build-up position shown in Fig. 1. This movement of the slide valve 25 ceases in the latter position due to engagement of the projection 28 with the abutment 27. When the slide vlave 25 is moved to the position shown in Fig. 1, passages 87 and 90 are connected through cavity 89 in said slide valve and forms an unrestricted by-pass around the choke plug 88 thereby permitting a faster rate of flow of fluid under pressure to the brake cylinder.

It will now be evident that fluid under pressure is supplied to the brake cylinder at the head end of the train in three distinct stages, namely, the initial inshot, then a slow rate of build-up for a predetermined length of time and finally an unrestricted build-up. The purpose of the initial inshot has been hereinbefore described. The slow rate of build-up is adapted to so retard the application of brakes at the head end of the train as to permit a gradual and gentle gathering of the slack, after which, the unrestricted build-up occurs to provide the desired brake cylinder pressure for retarding the train.

At the rear of the train, the selector slide valve 25 is in the position shown in Fig. 1 of the drawings for reasons hereinbefore described. In this position, passage 892, to which fluid under pressure is supplied from the inshot reservoir 76, is lapped, and passages 87 and 93 are connected by cavity 89 in said slide valve. Thus, in effecting an application of brakes at the rear end of the train, there is no inshot of fluid under pressure to the brake cylinder as in the front end of the train, but fluid under pressure supplied by the triple valve device flows to the brake cylinder at an unrestricted rate. By thus applying the brakes in the rear portion of the train at a more rapid rate than the brakes are applied in the head portion of the train, the braking action at the rear of the train tends to hold back the running in of train slack and thus aid in gently gathering the train slack.

In the rear portion of the train, the abutment 3! is operated upon a predetermined increase in brake cylinder pressure the same as in the front portion of the train, but since the selector slide valve 25 and lever 32 are in the position shown in Fig. l, the operation of said abutment merely moves the push rod 38 relative to the lever 32, due to the slot 39 provided in the end of said rod for this purpose.

The service reduction in brake pipe pressure in the emergency piston chamber I5 permits the pressure of fluid in valve chamber I6 to move the piston I4 and auxiliary slide valve 2| relative to the main slide valve 26. This movement ceases when a port IE8 is moved sufliciently into registry with port I69 through the main slide valve to permit quick action chamber pressure in valve chamber I6 to reduce to the atmosphere by flow through port I69 and atmospheric passage I III at substantially the same rate as the brake pipe pressure is reduced. Then when the pressure in valve chamber I3 is reduced to a degree slightly lower than the reduced brake pipe pressure acting in piston chamber I5, the piston I4 is operated to move the slide valve 2| in the reverse direction and lap port I69 so as to prevent further flow of fluid under pressure from the valve chamber I6 to the atmosphere.

In order to effect a release of fluid under pressure from the brake cylinder 86, the brake pipe pressure is increased and the triple valve device 2 and emergency valve device 3 are thereby moved to release position in which fluid under pressure is permitted to flow back from the emergency reservoir 78 through passage 11, port I4 in the triple valve slide valve I2 and port I3 to the auxiliary reservoir. Port I4 is also connected through passage I5 to the inshot reservoir I6, so that the pressures in said reservoir are first permitted to substantially equalize after which they are charged to brake pipe pressure by the supply of fluid under pressure from the brake pipe through the feed passage II to valve chamber 9, as hereinbefore described. In release position of the emergency valve device, the valve chamber I6 and quick action chamber II are also charged to brake pipe pressure by flow of fluid under pressure from piston chamber I5 through passage 82, past check valve 83 and through port 84 to valve chamber I6.

In the release position of the triple valve device, fluid under pressure is vented from the brake cylinder 86 through pipe and passage 81, cavity 89 in the selector slide valve 25, passage 90, cavity 6| in the triple valve I2, passage 92, choke plug 93 and atmospheric passage 94.

In charging the brake pipe, the rapid rate of increase in brake pipe pressure at the head end of the train operates the abutment 2! to shift the selector slide valve from the final application position shown in Fig. 1 to the initial application position shown in Fig. 3, while at the rear end of the train where the rate of increase in brake pipe pressure is slow the selector slide valve 25 remains in the position shown in Fig. 1, as hereinbefore described. The movement of the selector slide valve to the position shown in Fig. 3

closes communication from passage 81 to passage from the brake cylinder is retarded through the choke plug 88. V

In effecting an emergency application of the brakes by a sudden reduction in brake pipe pressure, the triple valve device 2, and the selector valve device and selector cut-out device 5 operate in the same manner as in effecting a service application of the brakes.

Upon a sudden reduction in brake pipe pressure in the emergency piston chamber I5, the pressure of fluid in valve chamber I6 shifts the emergency piston I4 and slide valves 20 and 2| to emergency position in which said piston engages a gasket III. In this position, the main slide valve 26 uncovers passage I I2 which permits fluid under pressure to flow from the valve chamber I6 and the connected quick action chamber I! through said passage to the vent valve piston chamber 62. The pressure of fluid thus supplied to chamber 62 operates. piston 60 to unseat the vent valve 58, which permits fluid under pressure to rapidly flow from the brake pipe 8 to the atmosphere through passage 66, chamber 59, past the valve 58 to chamber 64 and from, thence through the atmospheric passage 65. A sudden local reduction in brake pipe pressure is thus effected for propagating quick action through a train in the usual well known manner.

In the emergency position of slide valve 26, a cavity I|4 connects passage 11 from the emergency reservoir I8 to passage 90 to which fluid under pressure is supplied by the triple valve device 2 from the auxiliary reservoir I6. Fluid under pressure is thus permitted to flow to the brake cylinder 86 from the emergency reservoir I8 as well as from the auxiliary reservoir II], and a high emergency brake cylinder pressure is obtained by equalization of the pressures in said reservoirs and brake cylinder.

Fluid under pressure supplied to the vent valve piston chamber 62 from the emergency valve chamber I6 gradually flows to the atmosphere through a port H6 in piston 60, chamber 63, chamber 6d and atmospheric passage 65. The pressure in valve chamber I6 is thus gradually reduced, and when reduced to a predetermined pressure, the pressure of a spring III moves the piston. I4 and slide valves 2| and 22 downwardly to emergency lap position in which the emergency reservoir passage 11 is disconnected from passage 96, but this does not occur until after equalization of the emergency reservoir pressure and auxiliary reservoir pressure into the brake cylinder.

When the pressure in the vent valve piston chamber 62 becomes reduced to a low degree, by the flow of fluid under pressure from said chamber to the atmosphere, the spring 6| seats the vent valve 58, so that when desired, a release of the brakes may be effected.

In order to effect a release of fluid under pressure from the brake cylinder I0 and to recharge the brake system after an emergency application of the brakes, the brake pipe pressure is increased, causing the triple valve device and emergency valve device to move to their release position in which the auxiliary reservoir I6, emergency reservoir I8, inshot reservoir I6 and quick action chamber II are again charged with fiuid under pressure in the same manner as described in initially charging the brake equipment. Also fluid under pressure is vented from the brake cylinder 86; and the selector Valve device is operated in the same manner as in effecting a release of the brakes after a service application. 7

In order to operate this brake controlling valve device in a short train where it is not desired to,

retard the build-up of brake cylinder pressure in the front end of the train, the brake pipe pressure is increased to a degree higher than employed in operating a long train. The brake pipe pressure may be increased, for instance, to 7'7 pounds, or seven pounds higher than carried in long train operation. As a rseult, the brake equip ment is charged to '77 pounds, and this pressure which is obtained in the emergency reservoir it and acts on the cut-out abutment 53, within the seat rib 53, is adapted to overcome the pressure of spring 52 and move said abutment away from said seat rib. The full area of said abutment is then exposed to emergency reservoir pressure which promptly moves said abutment into engagement with a stop rib I It.

This movement of the abutment 68 is adapted to act through spring 56 and move the plunger 41 into the space between the casing and the lug 46 on the lever 32, as shown in Fig. 5. With the lever 32 thus blocked, the movement of the slide valve by a rapid rate of increase in brake pipe pressure in charging the brake pipe, com- I presses spring 36. Then when the auxiliary reservoir Ill becomes charged up to within a certain degree of the pressure in the brake pipe 8, and the selector valve abutment 2'! is moved from the position shown in Fig. 2 to that shown in Fig. 1, as hereinbefore described, the spring 36 moves the slide valve 25 back to the position shown in Fig. 1, so that an unretarded build-up of brake cylinder pressure will be obtained at the front end of the train when an application of the brakes is effected.

In initially charging a short train, the lever 32 will be rotated by movement of the selector valve 25 at the head end of the train in the same manner as in charging a long train. This is due to the fact that the brake pipe pressure will build up more rapidly than the pressure in the emergency reservoir 18, and as a result, lug 55 on said lever will be moved into the path of movement of plunger ll! and thus prevent said plunger from moving to its intended position. It is then necessary before moving the train to effect a service application of the brakes and cause the abutment 31 to be operated to rotate the lug 45 out of the path of movement of the plunger 5? which will then be promptly moved to its upper position, by means of spring 5&3, in which position it will function, as hereinbefore described, to cause the selector slide valve 25 to be in the unrestricted application position.

Spring 52 is of considerable value, and it would be undesirable to have a pressure equal to the pressure of said spring acting through the plunger ll in the lug 425 for the reason that it would tend to warp or break the mechanism and further would exert such a force on said lug as to make it difficult for the abutment 3'! to move said lug out of the path of movement of the plunger Ail. However, by employing the telescopic construction shown, this undesirable condition is gotten away from and the plunger ll is at no time subject to a pressure exceeding that of spring 55 which is of only light value.

From the above description, it will be noted that we have provided a brake controlling valve device having improved means which are operated, by the rapid rate of increase in the brake pipe pressure at the head end of a train, in such a manner as to retard or delay the application of brakes at the head end of the train upon a reduction in brake pipe pressure. It is intended that the delay means shall be employed in operating long trains, but in operating short trains where the delayed brake application is not desired, the delay means are rendered inefiective by cut-out means which are operated by the higher pressure carried in short train service.

The subject matter relating to the controlled build-up of brake cylinder pressure in effecting an application of the brakes is broadly claimed in the pending application of Clyde C. Farmer, Serial No. 612,465, filed May 20, 1932.

While one illustrative embodiment of our invention has been described in detail, it is not our intention to limit its scope to this embodiment or otherwise than by the terms of the appended claims.

Having now described our invenion, what we claim as new and desire to secure by Letters Patent, is:

1. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, and a valve device for controlling the communication through which fluid under pressure is supplied from said brake controlling valve device to said brake cylinder, said valve device being subject to and directly controlled by the pressure of fluid in said brake pipe and movable upon a predetermined increase in brake pipe pressure to a position in which the supply of fluid under pressure from said brake controlling valve device to said brake cylinder is delayed.

2. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, a valve having a position for retarding the supply of fluid under pressure from said brake controlling valve device to said brake cylinder, and a movable abutment directly controlled by and operated by an increase in brake pipe pressure for moving said valve to said position.

3. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, a valve having a position for retarding the supply of fluid under pressure from said brake controlling valve device to said brake cylinder, and a movable abutment subject to and directly controlled by brake pipe pressure and operative upon a predetermined increase in brake pipe pressure to move said valve to said position.

4. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish a communication through which fluid under pressure is supplied to said brake cylinder, a valve for controlling said communication and movable to a position for restricting said communication, and a movable abutment directly controlled by and operative by a predetermined increase in brake pipe pressure for moving said valve to said position.

5. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish a communication through which fluid under pressure is supplied to said brake cylinder, a choke plug in said communication, a valve for controlling a by-pass around said choke plug, and a movable abutment directly controlled by and operated by an increase in brake pipe pressure for operating said valve to close said by-pass.

6. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and an auxiliary reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish a communication through which fluid under pressure is supplied from said auxiliary reservoir to said brake cylinder, a valve having one position for retarding the flow of fluid under pressure through said communication and another position for permitting an unrestricted flow of fluid under pressure through said communication, anda movable abutment subject to and directly controlled by the opposing pressures of the brake pipe and auxiliary reservoir and operative upon a predetermined increase in brake pipe pressure to move said valve to the first mentioned position.

7. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish a communication through which fluid under pressure is supplied to said brake cylinder, valve means operated by a predetermined increase in brake pipe pressure for retarding the flow of fluid under pressure through said communication upon a reduction in brake pipe pressure, and a movable abutment subject to the pressure of fluid supplied to said brake cylinder and operative upon a predetermined increase in brake cylinder'pressure for operating said valve means to permit an unrestricted flow of fluid under pressure from said brake controlling valve device to said brake cylinder.

8. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish a commu nication through which fluid under pressure is supplied to said brake cylinder, a movable valve for controlling said communication and having a position in which fluid under pressure is sup- .movable abutment operative by a predetermined increase in brake cylinder pressure for moving said valve to the second mentioned position.

9. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valvedevice operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder to effect an application of the brakes, and means for varying the rate at which fluid under pressure is supplied from said valve device to said brake cylinder, said means comprising a valve directly controlled by brake pipe pressure and operative upon a predetermined increase in brake pipe pressure for providing one rate and operative upon a predetermined increase in brake cylinder pressure, in effecting an application of the brakes, for providing another rate.

10. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder at a certain rate, a valve for controlling said rate and operative to change said rate, a lever for operating said valve, and an abutment subject to brake cylinder pressure for operating said lever.

11. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder at a certain rate, a Valve for controlling said rate and operative to change said rate, a lever for operating said valve, a spring, and a movable abutment subject to the opposing pressures of said spring and brake cylinder pressure for operating said lever.

12. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder at a certain rate, a valve for controlling said rate and operative to change said rate, a lever for operating said valve, and a fluid pressure operated abutment for operating said lever and having a chamber at one side, said brake controlling valve device being operative upon a reduction in brake pipe pressure to connect said chamber to said brake cylinder and upon an increase in brake pipe pressure to vent said chamber.

13. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, and means for varying the rate at which fluid under pressure is supplied from said valve device to said brake cylinder, said means comprising a valve having a position for providing a certain rate, a lever for moving said valve to another position for providing a different rate, a movable abutment operative by a predetermined increase in brake cylinder pressure for moving said lever and having a lost motion connection with said lever, and another movable abutment operative by a predetermined increase in brake pipe pressure for moving said valve from the second mentioned position to the first mentioned position independently of said lever.

14. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, means for controlling the flow of fluid under pressure from said brake controlling valve device to said brake cylin der, said means comprising a valve movable to one position for providing a certain rate of flow of fluid under pressure from said brake controlling valve device to said brake cylinder, and movable to another position for providing a different rate of flow of fluid under pressure from said brake controlling valve device to said brake cylinder, a movable abutment operated by a predetermined increase in brake pipe pressure for moving said valve to the first mentioned position, and fluid pressure controlled means for moving said valve from the first mentioned position to the second mentioned position when the brake pipe'is charged with fluid at a pressure exceeding a predetermined degree.

15. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, means for controlling the flovv of fluid under pressure from said brake controlling valve device to said brake cylinder, said means comprising a valve movable to one position for providing a certain rate of flow of fluid under pressure from said brake controlling valve device to said brake cylinder, and movable to another position for providing a diflerent rate of flow of fluid under pressure from said brake controlling valve device to said brake cylinder, a movable abutment operated by a predetermined increase in brake pipe pressure for moving said valve to the first mentioned position, a member at one time movable with said valve, a spring interposed between said member and valve, and means operated by fluid under pressure, when the brake pipe is charged With fluid at a pressure exceeding a predetermined degree for preventing said member from moving with said valve.

16. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, means for varying the rate at which fluid under pressure is supplied from said brake controlling valve device to said brake cylinder, said means comprising a valve having one position for providing a certain rate and another position for providing another rate; a movable abutment operated by a predetermined brake pipe pressure for moving said valve to the first mentioned position, a spring engaging said valve, a member engaging said spring and at one time movable with said spring and valve by said abutment, and means operated by fluid under pressure when the brake pipe is charged to a pressure exceeding a predetermined degree for locking said lever against such movement for causing said spring to move said valve from the first mentioned position to the second mentioned position.

17. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, means for varying the rate at which fluid under pressure is supplied from said brake controlling valve device to said brake cylinder, said means comprising a valve having one position for providing a certain rate and another position for providing another rate; a movable abutment operated by a predetermined brake pipe pressure for moving said valve to the first mentioned position, a spring for moving said valve from the first mentioned position to the second mentioned position and at one time movable with said valve, a member engaging said spring and at one time movable with said valve and having a position for causing said spring to be compressed by the movement of said valve, and means operated by fluid under pressure when the brake pipe is charged to a pressure exceeding a predetermined degree for locking said member in the last mentioned position.

18. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary reservoir, and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure from said auxiliary reservoir to said brake cylinder, and operative upon an increase in brake ipe pressure to supply fluid under pressure from the brake pipe to said reservoirs and to vent fluid under pressure from said brake cylinder, a valve for controlling the supply of fluid under pressure from said brake controlling valve device to said brake cylinder and having one position for providing a certain rate of supply and another position for providing a different rate of supply, a movable abutment subject to the opposing pressures of the auxiliary reservoir and brake pipe and operative to move said valve to the first mentioned position upon a predetermined increase in brake pipe pressure over auxiliary reservoir pressure, a spring engaging said valve and operative when compressed to move said valve from the first mentioned position to the second mentioned position when the pressure difierential on said abutment is reduced to a predetermined degree, a member engaging said spring and movable with said valve to the first mentioned position, a movable abutment operatively connected to said member and a subject to the pressure of fluid in said brake cylinder and operative upon a predetermined increase in brake cylinder pressure to move said member for compressing said spring, means operative to prevent movement of said member to the first mentioned position, and a movable abutment operative by the pressure of fluid in said other reservoir for operating said means when said other reservoir is charged with fluid at a pressure exceeding a predetermined degree.

19. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary reservoir, and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pres u sure from said auxiliary reservoir to said brake cylinder, and operative upon an increase in brake pipe pressure to supply fluid under pressure from the brake pipe to said reservoirs and to vent fluid under pressure from said brake cylinder, a valve for controlling the supply of fluid under pressure from said brake controlling valve device to said brake cylinder and having one position for providing a certain rate of supply and another position for providing a different rate of supply, a movable abutment subject to the opposing pressures of the auxiliary reservoir and brake pipe and operative to move said valve to the first mentioned position upon a predetermined increase in brake pipe pressure over auxiliary reservoir pressure, a spring engaging said valve and operative when compressed to move said valve from the first mentioned position to the second mentioned position when the pressure differential on said abutment is reduced to a predetermined degree, a member engaging said spring and movable with said valve to the first mentioned position, a movable abutment operatively connected to said memer and subject to the pressure of fluid in said brake cylinder and operative upon a predetermined increase in brake cylinder pressure to move said member for compressing said spring, means operative to prevent movement of said member to the first mentioned position, a spring, a movable abutment for operating said means and having a telescopic connection therewith, said abutment being subject on one side to the pressure of said spring and on the other side to the pressure of fluid in said other reservoir, and operative when said other reservoir is charged with fluid at a pressure exceeding the pressure of said spring for operating said means to prevent movement of said member.

20. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary reservoir and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to establish one communication through which fluid under pressure is supplied from said auxiliary reservoir to said brake cylinder and another communication through which fluid under pressure is vented from said other reservoir to said brake cylinder, and operative upon an increase in brake pipe pressure to close said communications and to supply fluid under pressure from said brake pipe to said reservoirs and to vent fluid under pressure from said brake cylinder, of a valve for controlling said communications and operative in one position to retard the flow of fluid under pressure through the first mentioned communication and to permit unrestricted flow through the second mentioned communication, and operative in another position to permit unrestricted flow of fluid under pressure through the first mentioned communication and to close the second mentioned communication, a movable abutment subject to the opposing pressures of the auxiliary reservoir and brake pipe and operative upon a predetermined increase in brake pipe pressure to move said valve to the first mentioned position, and another movable abutment subject to brake cylinder pressure and operative to move said valve to the second mentioned position upon a predetermined increase in brake cylinder pressure.

21. In a fluid pressure brake, the combination with a brake pipe adapted at one time to carry fluid at a predetermined pressure and at another time to carry fluid at a predetermined higher pressure, and a brake cylinder, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder, means for controlling the flow of fluid under pressure from said brake controlling valve device to said brake cylinder, said means comprising a Valve movable to one position for providing a certain rate of flow and movable toanother position for providing a different rate of flow, a movable abutment operative by a predetermined rate of increase in brake pipe pressure for moving said valve to the first mentioned position, and fluid pressure controlled means operative when the brake pipe is charged to said predetermined higher pressure for moving said valve from the first mentioned position to the second mentioned position.

22. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and a reservoir normally charged with fluid under pressure, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressLu-"e from said reservoir to said brake cylinder, and valve means for controlling the communication through which fluid under pressure is supplied from said reservoir to said brake cylinder and operative upon a predetermined increase in brake cylinder pressure to close said communication, said brake controlling valve device being operative upon a reduction in brake pipe pressure to supply fluid under pressure from said brake cylinder for operating said valve means.

23. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and a reservoir normally charged with fluid under pressure, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure from said reservoir to said brake cylinder, and valve means operated by fluid under pressure supplied through said brake controlling valve device, when said brake controlling valve device is operated upon either a service or an emergency reduction in brake pipe pressure, for closing the communication through which fluid under pressure is supplied from said reservoir to said brake cylinder.

24. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary reservoir, and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure from said auxiliary reservoir to said brake cylinder and from said other reservoir to said brake cylinder, a valve mechanism conditioned according to its position in a train to either open or close communication through which fluid is supplied from said other reservoir to the brake cylinder, and means operated upon a predetermined increase in brake cylinder pressure for effecting the movement of said valve mechanism to close said communication.

25. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary reservoir, and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure from said auxiliary reservoir to said brake cylinder and from said other reservoir to said brake cylinder, a valve mechanism conditioned according to its position in a train for controlling the communication from said other reservoir to said brake cylinder, and an abutment operated upon a predetermined increase in brake cylinder pressure for operating said valve mechanism to close said communication.

26. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, an auxiliary, reservoir, and another reservoir, of a brake controlling valve device operative upon a reduction in brake pipe pressure to supply fluid under pressure from said auxiliary reservoir to said brake cylinder and from said other reservoir to said brake cylinder, a valve for controlling the communication from said other reservoir to said brake cylinder, and an abutment, having a chamber at one side, for operating said valve to close said communication, said brake controlling valve device being operative upon a reduction in brake pipe pressure to supply fluid under pressure from said brake cylinder to said chamber for operating said abutment, said brake controlling valve device being operative upon an increase in brake pipe pressure to vent fluid under pressure from said chamber.

2'7. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a valve device operated upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder to efiect an application of the brakes and operated upon an increase in brake pipe pressure to vent fluid under pressure from said brake cylinder to eifect a release of the brakes, and a valve element for controlling the rate at which fluid under pressure is supplied to said brake cylinder by the operation of said Valve device, said valve element being movable by brake pipe pressure to one position for permitting flow from said valve device to said brake cylinder at one rate and movable by brake cylinder pressure to another position for permitting flow at another rate.

28. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a valve device operated upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder to efiect an application of the brakes and operated upon an increase in brake pipe pressure to vent fluid under pressure from said brake cylinder to effect a release of the brakes, and a valve element for varying the rate at which fluid under pressure is supplied to said brake cylinder, said valve element being positioned upon an increase in brake pipe pressure to retard the supply of fluid to the brake cylinder upon a reduction in brake pipe pressure, and operative upon a predetermined increase in brake cylinder pressure to accelerate the rate of supply of fluid under pressure to the brake cylinder.

29. In a fluid pressure brake, the combination With a brake pipe and a brake cylinder, of a valve device operated upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder to effect an application of the brakes and operated upon an increase in brake pipe pressure to vent fluid under pressure from said brake cylinder to effect a release of the brakes, a valve for controlling communication through which fluid supplied by said valve device is adapted to flow to said brake cylinder, a movable abutment operative by an increase brake pipe pressure for moving said valve to close said communication, and another movable abutment operative by brake cylinder pressure, only when the brake cylinder pressure exceeds a predetermined degree, for moving said valve to open said communication.

30. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a valve device operated upon a reduction in brake pipe pressure to supply fluid under pressure to said brake cylinder to effect an application of the brakes and operated upon an increase in brake pipe pressure to vent fluid under pressure from said brake cylinder to effect a release of the brakes, a valve for controlling the flow of fluid from said valve device to said brake cylinder, and having one position for retarding such flow and another position for permitting such flow at a fast rate, a movable abutment operated by a rapid increase in brake pipe pressure for shifting said valve to the position for retarding the flow of fluid to said brake cylinder, and another movable abutment operated upon a predetermined increase in brake cylinder pressure for shifting said valve to the position for permitting the flow at the fast rate.

CLYDE C. FARMER. ELLIS E. HEWI'I'I. 

